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New' W 19260 mmm o. s. FIELD AUTOMATIC TRAIN CONTROL Filed Deo. 11. 1923 2 Sheets-Shea?. 1

aww-A crm@ INVENTOR Num 5, 192@ B96062140 O. '5. HELD AUTOMATIC TRAIN CONTROL Filed Dec. ll. 1923 2 Shams-shew 2 u, :l fue rfi 'f rtl-li i nl autoritario 'ruf-iin Courson.

.application led December ll, i923.

invention relates to automatic train control systems and apparatus. Such systems are ordinarily designed to supplement the usual hlocl signaling systems and l shall describe my invention as being thus employed although its use is not necessarilv tlius limited. rlrain control systems as l u loro designed have seine ot them Vbeen inuous in their control and some ot them i mittent, much o'l `the apparatus heilig nner fhaneeahle Whichever method is ein ployed. ldreterrina` the continuous method, l have shown my system and apparatus as thus adapted, but many ot the novel 'teatures taereot could equally he employed in connection with the intermittent type oit i. ie most vital unction oit a train control apparatus is to insure the stoppage ot a trulli in a caution7 Zone before it pafed into a danger sone. @ne detect ot automatic train control systems as heretofore devised is that they compel unnecesy reduction ci? speed 1oeczauise of' their insticity to adapt themselves to different l il coi "tions, as tor eidiinple7 differences in traclr grade. rlhe ordinary train control apparatus in practice treats all partsnoit the lalillze in this respect and, ther-etere, in rder to he sure that the brakes shall he appa d early enoupjh and with the rapidly iepiired to ensure safety at any section ot road bed, a permissible yrain speed curve ed and ed by the apparatus le stopping condilier l e ap re rapid speed reduction Y-re no sealy at inist parte et the road. fesults in a marked loss in trane ei by and constitutes a serious objection employment ot such train control One object ot niy invention is the nfion ot trein control system and apivhieh will he automatically ad- 'i-l as the train moves along the trick in Yr as to control in proper aclance i' th local tracl conditions, so that each section ci the track the control during' caution conditions will he et such character as to permit maximum average speeds consistent With safety. To this end my invention involves a construction hy Vwhich in traveli Q; over short section oi' the trarlt, the apparatus u' v he acted upon Serial No, 679,909.

responsively to the currents therein to adjust the apparatus so that it Will determine in the succeeding` portion ot the track the decelerating curve loest suited therefor.

Another feature or" my invention involves the provision et train control apparatus adapted to compel speed reduction when approaching portions ot the track Where speed snould always be limited, and to determine and compel maximum relatively low speeds throughout such sections. To this end there is provision 1oflierehy the apparatus may loe adjusted in response to the track circuits in a setion ot the track to set up a decelerating curve in a succeeding portion ot the track, and after passing over a short length Where such deceleration curve governfs he in condition to 'ce responsive to track circuits to determine a constant sp ed.

lily invention, independenti)T ot its said elastically adjustable features, also involves a train control apparatus and system operating upon novel principles to function etiiciently and reliably to etl'ect the generally desired objects oi' such apparatus, including the compellingof the application et the brakes Whenever danger conditions develop in the track or Whenever `any part ot the train control apparatus is detective. @ne such principle is that the appa 'atus is constructed so that When actively functioningto determine train speeds, it controls the application ot the brakes through apparatus governed hy the relation between the speed ot the train and 'that ot a part or" the co trol apparatus which part is either controlled tor a gradually reducing,` speed to determine deceleration curve or :tor con-- stant speed to determine a marl-mum train speed. @ther such principles ot construction and operation 'will appear in cou se of the followingv description et one speliic embodiment ot my invention.

in the particular embodiment ot my in vention herein set forth, there is a speed limiting,l niotor vvhich normally main' ains the automatic loralre valve circuit closed (brakes released) it the speed ot the train is heloiv the predetermined sate value, out automatically opens the circuit to apply the hralres it the engineer disregards the prescribed maximum speed. .Where deceleration is required, the motor is controlled 'for automatic deceleration alongl the alor ul CII Leo

speed limit curve it is to define thereby compelling the engineer, so long as caution continues, to reduce train speed in accordance therewith.

it is desired that the deceleration curve deiined by the limiting motor should bel oit' variable slope and length depending upon the track grade, etc., and to ellect this tunetion l. have devised means Ytor varying the decelerating rate ot the speed limiting motor which in the present embodiment comprises a second or regulating motor which is partially controlled by the movement oi the train. lvlliere these motors are of the electric type, as preferred, this can be effected by a controller inserted in the limiting motor circuit and` driven diilerentially by the two motors, the one tending to actuate the controller to reduce its own speed and the other tending to actuate the controller in the opposite direction. rlhe speed oit the regulating motor is determined and automatically varied by a controller in its circuit which when functioned tor determining a decelerating curve is directly under the control ot' and actuated by the train, and the arrangement is such that upon entering a caution block the regulating motor controller is se to a predetermined value corresponding to the distance within which the train may be safely brought to rest, according to the track conditions in that section, and throughout the decelerating period this controller is gradually operated by the movement ot the train along the track to bring the regulating motor to zero speed, so that though the controller for the limiting motor is being operated in one direction to cause the latter to automatically slow up, in the present embodiment by driving the con` troller from the limiting motor itself, the regulating motor tends to modify or oppose this operation of the controller and flatten out the deceierating curve and torce the limiting motor to operate throughout the predetermined decelerating distance of the train.

lilhere it is desired to fir; some uniform maximum speed limit, as for example on sharp curves, this apparatus may be employed to compel the engineer to reduce his speed to a value corresponding to a predetermined point ot the decelerating curve established by the limiting and regulating motors, and this may be eected by automatically releasing the regulating motor controller from the train drive at the proper point during the decelerating period and holding th same stationary throughout the speed limit section, thereby forcing the two motors to une a constant speed above which the engineer is not pern'iitted to d fe his train; 'the speed limiting motor, in the manner indicated above, automatically applying the brakes if the engineer should disregard the predetermined speed limit conditions. f

F or a better understanding ot my invention, including the novel features above enumerated and others which will hereinafter appear, reference may be had to the accompanying drawings forming a part ot this specilication wherein:

Fig. l is a diagrammatic illustration et the construction and circuits ot one speci-lie embodiment of my invention.

vFig. 2 is an elevational view ot a detail of the system, and

F 3 Fig. 2.

Fig. et illustrates a suitable form of construction for the switches Ll) and 55 which control the holding and setting magnets and a bypass tor the speed contacts.

5 is a plan view otl the mechanism controlling the movement ot the rheostat tor motor B;

Fig. 6 is a diagram ol' a suitable arrangement ot track circuits to give track currents suitable tor controlling the relay It.

Referring to the drawings, l have indicated oiagrammatically an apparatus 'which is carried by the train and which is capable of etlecting the automatic train control above indicated, the drawings being purposely diagrammatic tor convenience in exposition.

l have indicated at V an automatic train brake valve ot any usual construction, and it is understood that when the valve magnet is energized the brakes are released and the train is under the entire control ot the engineer, but it this magnet becomes deenergized for an appreciable time, the brakes are automatically set independently of the control by the engineer. have also indicated conventionally a three-position relay R, the latter cont-rolling the contacts l0, ll and l2. The relay lt is responsive to the is a section on the line o o oi track circuits to eiiect the opening or closure of these contacts, as tor example, whenever two currents are pre nt the track and have one relative direction or phase, the relay switch isV at the lett, in which position the contact lo is closed, and -when the relative direction or phase of these currents is reversed, the relay switch is to the right to close contact ll.. Similarly when one or both of the currents are absent, as when danger conditions exist, the relay switch occupies a neutral position between the con` tacts l0 and ll with the contact l2 closed. lilith the relay switch in the position indicated in the drawing, namely to the lett, and positioned to close the Contact l0, it is observed that the brake air valve magnet V is energized to automatically permit the release ot the brakes by the engineer through a circuit iii-om the positive side ot any suitable soarce through the relay switch and ll l) neoefiee y contact 10 and the conductor 13 through the brake magnet V to the negative side of the line. rlhis position of the relay is that which the relay will assume when the train is for example, on a clear block Where no speed limit is to be imposed and the train control apparatus need not be active. My apparatus includes a speed limitingI motor l which automatically maintains the circuit of the brake magnet V closed during,` its operation and control period, so long as the train speed is maintained relatively at or beloiv the speed of the motor, but if the engineer permits the speed of the train to rise beyond the speed determined by the motor A, then'the brakes are automatically applied through the interruption of the brake magnet circuit. Specifically this is effected directly through the medium of a pair of chaser contacts indicated generally by the letters C and illustrated more in detail in 2, one of these contacts being driven by the motor A. and the other being driven by the train Wheels. l have indicated one of the train Wheels at W and geared to this wheel is a suitable drive shaft 1d which drives, through a pair of bevels 15, a counter shaft 16. rllhe latter has mounted thereon a contact carrier 17 which, through the slip clutch mechanism 18 indicated, is capable of relative movement in one direction with reference to the shaft 16, but in the opposite direction the member 17 becomes clutched to the shaft 16. The carrier 17 carries one of the contacts C. lThe other rontact C is disposed rearwardly of the contact C carried by the member 17 and is carried by the carrier 19 mounted on the shaft t of motor A. 'llhe carrier 19 is mounted on the shaft of motor A With a slip clutch similar the ball clutch mechanism 18 interposed between the shaft and the carrier to provide for relative movement in one direction. ln the position shown, the contacts C are in engagement, which means that the carrier 19 is being driven by the shaft of motor A at a speed not less than the speed of the shaft 16, but if the trainspeed or 'tbe speed of shaft 16 should rise beyond the speed of the shaft of motor A, then the member 17 would overrun the member 19 and thereby interrupt the brake valve circuit at C, to cause the automatic applica tion of the brakes. This circuit with the relay in the neutral position leads from the positive side of the source through the conductor 22, contacts C, conductor 23, conductor 13, and through the valve magnet to the negative side of the source, it being observed that the contacts C are in multiple With the relay contact 10. Driving` pins 21 are provided respectively on the carriers 17 and 19 for engagement with each other when the carrier 17 overruns the shaft a and drives the carrier 19.

By causing.) the motor il to up in speed from high, a sneed celeratiou curve may be defined iviieh will compel the cnineer to reduce the train l f in accordance therewith on penalty of or application through the interruption of the bralre circuitat C, assuming previous interruption at contact 1). This deceleration of motor it may be effected through a c in5roller which is actuated in any suitable manner t: gradually slouT it up, but in the present einhoc' t this controller is autom .iicall .spons to its own increment. Vlne con ler must be adapter. to the particular type of motor erloyed, motor beine illus as of the direct current electric type in the modification illustrated and adapter to be controlled by a rheostatic or f troller lvl/Then the relay is ne ind rr has a circuit as iollows.

or motor Q7, controller 12 con -Luctor Y ose-d as described belor o the negative side of tli at. Preferably the decel ed by the tracl; or io this nd l have devised i i.- varyire the eceleraticn curve of taie motor ic( o Vthe requirements of the pa"- ie source ot eration ,i ordine;

ticular section of Where the train is be decclerated. The controller 29 is actuated to gradually sloiv up the meter i Wl'ie lie latter is operating, as for example being directy driven therefrom. b for purpose indicated of modifying; the f tion curve of the motoA 105 2S to speed up motor i. "lr

controller 28. lt troller Q8 matically 'the shafts of motors is at motor A s ive motor ll. .,'euduct ti'oller 39 rendue 12. conductor 3i?, scribed below) and conductor i t tivi` si Y of the line. The con static) iii-eters are at `ller $39 'in cir-- Iller SS out olf ,nits are open. ie decel ating pe od o the train, is .pted to be driver cli- Aly from a train arie as for erainiljile from the shari,l 1.4i, the direction of rotation ot controller 39 bein such as to iradually slowT up the motor B. rlhe method of drive is in dicated more or less diagraininatically, as for example by a gear ll driven by the upper end oi the shalt lll, which gear Lll in turn drives the rei-rersing gears 42 and 43, the latter being mounted on a carrier lll which is pivoted to the a2 `s of the gear lll, the arrangement being such that. when the gear i9 is brought int: engagement with the gear of the controller 39, the latter is automatically driven to cut ont its resistance, While when the other near is in mesh with the controller is rotated in the diretion to xaliado.- ally cut in its resistance and slow up the The ratio lieti-:een gear and :5 is desirably made smaller than the gear and gear ll, thereby cutting rat. in to e sure a 'relatively short set up section. ri'his is effected through a small geur 42 which meshes With L'l and is fixed to larger gear 42. The gear Ll5 is provided With the gap 45 Which causes the automatic arrest off the movement of the controller 39 when the reaches the gap. ln the iorinal or rest position oit the apparatus the free or m'erhanging end 4:6 of th i carrier llll drops down by gravity and automatically 'es the lgear 413 into a position to mesh clectro-inzigrne4 S, when energized, lifts the armature. 4'? carried bv the overhai'ig'ing and eliieets tae meshing of the gear i the grear e: This magnet S is enerl ed -when the relay l is in the right hand position through a circuit follows: from the positive side of the line, Contact l1, conluetor el@5 switch t9 (when in position indicated in l), conductor 50, and thence through the coil to the negative side of the line. For a purpose hereinafter speciiied. the armature carries a switch 5l which bridges or short-circuits the Chaser contrrts C.

The operation of the apparatus thus tar described 'whereby it may be set up or ad- I ed tor a decelerating curve suited to a :icular section ot track is as follows: The relay moves to the right in response to the currents in the track and it is only necesvtlrat the track circuits in a selected oit track be in the proper relative direction to maintain the rela-y at the riejht ivhile the trai-n travels a definite dista The apparatus set-up by moving the relay from lett to right and maintainingrq it at that position until the desired adiestinent is secured. Such a section is hereinafter referred to as a set-up section. The circuit oit the brake valve magnet which maintains the brakes released is normally closed throuojh the left hand contact l() of the relay, but when a set-up section for deceleration in a caution block is entered and the relay moves to the right it closes the contact 1l, thereby energizing the electro-magnet S ice,

through the conductor 48, switch 49 and con ductor 50, and the brake circuit is non7 closed through the conductor 22, switch 5l, and conductor 2B. rlhe air brake valve is purposely designed with a certain degree or sluggishness in action so as not to apply the brakes during` the transition period of the relay in `going` `roin the Contact l() to 'the r ntact ll. rl"he energization et the magnet of the decelerating period, this beingv a predetermined length has upon the conditions of the track or et-up section and moves to the e eutral position to close the circuits ot' lotl i motors A and B at switch l2, the switch having been closed at the initial movement ot rheostat 39 'from the position indicated in the drawing. rlhe motor B having,` a portion ot its controller resistance removed during the passage through the set-up section ot' the track.J begins to operate and through the planetary or dilierential gearing 35 opposes the cutting` in ot the controller 2S. Motor i starts With'all its resistance initially ont of circuit and is at a speed above that of the train to close the brake valve circuit at the contacts C before the air valve can ace to set the brakes abruptly. Simultaneously with the relay going to the neutral position troni the contact llj the electro-magnet S is deenergised and the train azile is non geared to the motor B controller 39 to return it to its norinal position of high resistance: d is permits the inotor to insert its own r tance and reduce its speed along` a deceleratine,` curve modified by the dil'leren ,ral action the motor B operating' in opposition there o. Ait the end of the deceleration section both motors cofy rest`v the controller 89 and switch ber the position illustrated. A s 'itch :E8 rorins an independent circuit for motors fr and B and is open only in the one position rch-ere theresistance ot controller is z ll cut out so that the apparatus comes to rest in the '3i-oper position for starting at the begining ot a set up section. Throughout the decelerating period, the engineer must reduce the train speed to keep it belovT that ot' the deceleratinp; curve ot inotor A, otherwise the brakes Will be applied automatically by interruption ot the brake contacts at C. lt

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thus aivipareit that the deceleration oil the niotor Si and accordingly the deceleration of the trail' may be predetermined in ac cordaiiice with the tracl or `grade conditionsv the ii'artiffular point concerned to at give either a long; flat deteleratiuni curro or tu' does -aol: notably or all liarnii'ully al'- lect the deceleration curve enforced by the iaratus because the cutting` in ot the resistance of the rheosta't oit motor B 1s correspondingly Varied or stopped, and the actual sneed oit' motor i at any moment is (because ot the slip clutches) independent o' the speed oit the train, a condition that lf2 where motor il. is controlled ditn ly by itselll and motor B. lill here iuitability of the deceleration curve iiiroviding reg;ulatiug` in a er condition should suddenly it any tiine the track currents` or one 4 are short-circuited or cutoff from and relay :il goes to neutral, being Q'ravity thereto in the usual manv .in control systems. Under these ns the train brakes are applied and j a 1 i1-ought 'to rest, under the control tor It ift the latter happens to be tunewhen the danger condition arises lependently thereol1 it the motor ,il 1wit-ien the danger condition arises, i il beine` dcenergized at` the contacts .ver the carrier itl overruns the or :poaratus above described ining'g the train deceleration the road bed conditionsj any constant particular' oit the track. as lfor efr- -'ound curves. rihis may Y f by setting up for a deie iod as above described' and icular point ot the deceleration y UVdingy;'to the speed which 'it ti determine the train on (i is desired to maintain, means are provided for disengaging the controller 59 altogether from the train azi'e, thereby bringingv it (the controller 39) to rest and fixing the speed ot the inotor lil at a constant value to cause both motors fr and B to continue to operate. rThis is iliected through an electroniagnet H operatingv on an armature 52 which is pivote'rl on the iriiyotal axis of the carrier #le and engages a pin ort on the member 46, thereby lifting` the member i6 sutliciently to prevent the lower gear 48 from engaging the gear @to but at the saine time not hip/jh enough to bring; the gear ft2 into engagement with it'. The pin 54 is indicated as passing through a slot in the of armature 52. The electro-n'iagnet il. energized through the contact ll, the conductor d8, the switch i9 and the conductor 53, 'the switch 49 having been thrown to the left by the controller when it has reached the end of the set-up section ceding` the constant speed section.

in the particular embodiment illustrated the set-up section preceding` a constant speed section is longer than 'the longest ottI the usual setuip section preceding` a danger or eau- `ion block, so that 'the switch fit) is never 'throw-rn to the lett diirimg` the usual set-up section it'or cautiona but is thrown to the eitt atv the end ol the set-up section precedng a constant speed limit section` For example. tie controllo resistanceBQ is devised of sufficient length so that only a portion theieol is cut out during` the longestusual setun period, but for a set-up period preedi]A the constant speed section a greater c portion or, il desired, all oi the resistance is cut out, causing the motor ifi to start at a maximum speed at the beginning` of the decelera'ting` period. A pin e9 is driven from the controller 39 and adapted as shown in dotted lines to throw switch 49 to the lett at the end of the set-up section und to throw it 'to the right. again at the end o'f the backward movement ol. the controller. ln order that the length oiI set-up block and the apn paratus need not be too linelyadjusted, l have provided a switch 55 which is also closed simultaneously with the throwing;` oi the switch 49 to the lettl` the switch being); connected through the conductors 56 and 57 across the chosen7 contacts C and thereby imiintaininr; the brake `valve circuit closed as longas the relay ll remains to the richt and until the motors start. The switch o5 is opened again immediately the controller becornes geared to the train axle and begins its return movement at the end ot the se up section. rit the beginningof the decoloration period the relay to neutral and closes the Contact l2, thereby deenerg'iniiig both magnets il and ll and permit.- ting the motors .el and to be brought up to' speed and then begin their decelerating coi'itrol in the usual manner. llt the parlili) iso ticular point on the deceleration curve desired, the track circuits being again such as to cause the relay R to assume the right hand position, the holding coil H is energized, which releases the rheostatic controller 39 from the train drive and causes the motor B to run at a constant speed thereby also maintaining the controller 28 through the differential connection at a substantially stationary position, both motors A and B continuing to operate at constant speed. TJ hen the relay R goes to the right to break the motor il and B circuits at the contact 12, provision is made for the maintenance of these circuits through a switch 5S which is adapted to be closed at all positions of the rheostatic controller 28 except with the resistance all out. At the end of the constant speed section the track circuits are such as to cause the relay R to go to the left to a clear position, thereby energizing the brake magnet V independently of the chaser7 contacts C, and since both coils H and S are now deenergized the carrier arm 4G operates by gravity to bring the gear 43 into mesh with the controller 39, thereby bringingboth motors A and B to rest at their zero or initial positions. lf at any moment while passing through the constant speed section a danger condition should develop, indicated by bringing the relay R to the neutral position, the circuit of the holding magnet H would be opener and motor B controller would again become geared to the train axle so that the usual decelerating` curve, long` and flat in this case, would be set up. The constant speed condition may run through several blocks.

lt will be observed from the foregoing that whenever the relay is at the left, the train control apparatus is at rest. lllhenever, however, the relay is at its neutral or gravity position, the train control apparat-us is functioning to compel deceleration of the train. lf the relay has gone to neutral following a period at which it has been at the right, then the apparatus is functioning to compel a deceleration within a predetermined curve for which the apparatus has been set up. lf the relay has passed to neutral after being` maintained at the left. then the motors will be at rest and the brake will be applied promptly, if the tra-in is moving at all. lf the relay moves directly from the left to the right, then while it is maintained at the right the apparatus is being set up for later control of speed, but is inactive at the moment to limit speed. lf, however, the relay moved to the right from its neutral position after a period of deceleration and the apparatus has previously been set up to close the circuit of the holding magnet H, the apparatus functions to enforce a constant, predetermined speed limit. These various operations of the apparatus, as governed by the movements of the relay, adapt the apparatus to be controlled to meet all conditions along the track merely by providing well known means such as apparatus including' means responsive to the inductive effects of track circuits and means for amplifying the induced currents to make the relay responsive to the track circuits, and equally well known means for controlling sections of the track so that at certain scctions and under the proper traffic conditions there will be two currents of such relative direction or phase as to bring the relay te the left. ln certain short sections of predetermined lengths the track currents shall, when the traiiic conditions call for the .setting up of the apparatus, be in a relative direction or phase to move the relay to the right and in certain other short but relatively longer sections the current shall likewise be arranged so that under suitable traiic conditions the relay shall be at the right for a long enough period to operate the switch controlling the holding magnet,

such sections being followed by a section where at least one track current shall be absent, the length of such section being such as to impose a desired constant speed when the train passes to a portion of the track having current-s which will again bring the relay to the right.

`While l have described the constant speed limit which the apparatus may compel as being one lower than the maximum speed at which the train is operating on a clear straight track, yet the apparatus may be controlled to enforce maximum speed limits at all parts of the track, the apparatus being as readily designable to he set up for the maximum speed permissible anywhere on the road as for any lower speed.

Referring now to Fig. 6 which illustrates suitable track circuits for operating the relay R, l have shown two block sections and short portions of two additional block sections, the rails 70 and 7l of the track being divided into sections by insulation 72 in the usual manner. Primaries 73 of transformers receive alternating current from any suitable source and each primary cooperates with four secondaries 74, 75, 76 and 77. The secondary' 77 supplies current to a coil 78 of a track relay TR which has a second coil 79 connected across the track. Whether or not this is the same track relay as controls the usual block signals or a separate one, is of no consequence. The secondary 76 supplies current through the switch arms 8O and 8l of t-he track relay to the track, being connected to the opposite rails at the exit end of the block section. 82 is a. react-or in this circuit to adjust the phase of the current therein. When no train is inthe block current from secondary 76 passes through the vblock to the coil 79 of the track relay sively to distance of train travel, means determining' the rate of deceleration of permissible speed therefrom, set-up apparatus for adjusting said means in advance of its actuation, and means for governing the setup apparatus responsiveiy to a distance of train travel.

5. A train control apparatus comprising a motor for normally maintaining the automatic brake control inoperative while its speed is high relatively to the train speed, but permitting the automatic brake apparatus to come into operation if it is low rel-atively to the train speed and a sec-ond motor which is controlled by the train movements to modify the act-ion of the speed limiting motor.

'7. train control apparatus comprising an electric motor together with means for maintaining the automatic brake control inoperative while its speed is relatively hiph with respect to the train speed, but permitting the automatic application of the brakes when its speed is relatively low with respect to the train speed, a speed regulator in the circuit of said mot-or and actuated to establish train deceleration speed curve as a maximum limit, a second motor operatively associated with the regulator to modify the deceleration curve and a regulator in the circuit, of the second motor driven by the train.

8. train control apparatus adapted to operate in thc caution block to define a speed deceleration curvo above which the engineer cannot drive his train without the automatic application of the brakes comprising an electric motor having a speed regulator in the circuit thereof and operated thereby to automatically and gradually slow up the motor from the maximum to a. lower speed, means associated with said motor for maintaining the autonfiatic brake control inoperative while the speed thereof bears a pred/termined relation with reference to the speed of the train, but permitting said brake control apparatus to operate when the speed thereof is relatively lower than th-e speed of the train; a second motor operating on the aforesaid regulator and tending to oppose the slowing up of the first-named motor, and a second speed regulator for the circuit of the second motor which is directly driven ly the train to gradually slow up the second motor, togetherwith means for 05 automatically adjusting the position of the accesos second regulator as the train moves along the track.

9. Apparatus for determining permissible train speeds including a motor, a regulator controlling it, a second motor, and means differentially responsive to the speeds of said motors for controlling said regulator.

l0. ln a train control apparatus, two motors, means whereby the speed of one may determine permissible train speed, a speed controller for said motor, and differential gearing operating said controller and under control of both of the motors.

ll. Train control apparatus including a motor, circuits and connections tending to cause the motor to gradually reduce its own speed, a second motor, means for causing the second motor to oppose the action of the first motor as to its speed reduction, and controllable means for causing the second motor to reduce its speed and be brought to rest.

l2. A train control apparatus comprising a three position relay adapted to be responsive to the track currents, an automatic brake valve magnet having its circuit completed through one position of said relay to maintain the automatic brake control circuit, an electric motor having a regulator in its circuit which is driven thereby to insert resistance and gradually slow up the speed of the same to zero, a pair of Chaser contacts in the circuit of the brake valve magnet and forming an independent circuit when closed therefor, one of said contacts beingdriven by the motor and the other one being driven by a device actuated by the train in such a manner that when the speed of the motor is relatively higher than the train speed the contacts are closed to maintain the brake circuit, but when relatively low to interrupt the brake circuit, a second motor operating differentially upon the aforesaid rheostat to remove the resistance from the circuit, a second regulator in the circuit of the second motor which, in the inoperative position is in circuit with the second motor, means responsive to one position of the aforesaid relay to gear said second rheostat to the train axle to automatically cut out a portion of the resistance thereof upon entry into a caution block, and means operative when the relay goes to the third position for reversing th-e connections between the second regulator and the train axle to operate the same in the opposite direction, and simultaneously therewith energize both of said motors.

13. ln train speed control apparatus, a motor whose speed determines permissible train speed, means cooperating therewith to tend to slow down and stop the motor, opposing means tending to maintain the speed of the motor, and a member moving with ill) Il l) neces-oe the train to reduce and eliminate the effect ot said opposing means.

let. ln train speed control apparatus', a speed device tending to move at a rate independent oi" the train speed, its rate oit moveinent determining; permissible train src-ed, a second speed device tor regniating` the first speed device and means moved corresiriondingly with the train 'tor regulating' the the second speed device.

lt train control apparatus including a motor deteri'nining permissible train speeds', and mechanism operated by said motor to tend to reduce its. own speed and bring it to rest.

1G. il. train control apparatus carried by the train and comprising an automatic brake application, valve controlled by an electromagnet whose circuit is normally completed by means adapted to be responsive to track currents to maintain the brakes released duringv clear track conditions, a pair of contacts 'formingv an independent circuit for said electro-magnet, one ot said contacts beingA driven directly from the train axle, the other of said contacts being driven by an electric motor, said contacts being` closed when the motor is operating at a speed relatively higher than the speed of the train aide, but open when the relative speeds are reversed, and a controller in the circuit ot said motor and driven directly thereby to gradually slow up the same from a maximum speed to Zero speed together with means tor energizinga said motor and setting the same into operation.

l?. rt train control apparatus comprising,- an automatic brake control which is normally in the inoperative position, a motor adapted to be set into operation in a caution block and having means associated therewith tor maintaining` the normal position ot' the automatic brake control while its speed is relatively high with respect to the train speed, but compelling the brake application when the relative speeds are reversed, a. controller tor gradually slowing` up said motor from its maximum speed along a predetermined deceleration speed curve and means adapted to be responsive to the track circuits 'to arrest the slowing up motion of said controller at a point along the deceleration curve and thereafter maintaining the speed ot said motor constant throughout a predetermined track sectiono A 18. d train control apparatus carried by tire train and including` an automatic brake valve magnet and a circuit therefor, a motor together with means associated therewith and with an element ldriven by the train for maintaining an .independent circuit 'for said magnet while the speed of the motor is relatively high with respect to the speed of the train axle., but opening said independent circuit for the automatic application of the brakes when the speeds are relatively reversed, a second motor, a controller for the first motor driven differentially from the two motors, the first motor tendinal to automatically slow itself up and the seond motor tendingl to increase the )eed ot' the lirst motor, a. second controller for governing the maximum speed and the length ot' the deceleration curve ot the second motor, said second controller being,- adapted to be driven in reverse directions by the train axle and means adapted to be responsive to track circuits for lirst setting the controller for the second motor and setting both motors into operation to define a decelerating speed curve vfor the train, and then at a predetermined point in the deceleration curve, arresting the motion ot the second-named controller to thereby establish a constant speed operation of the two motors throughout a constant speed track section.

19. A train control apparatus comprising,- a moto-r and means associated therewith adapted to be responsive to a set up track section for defining a deceleration curve for the train. above which the engineer cannot drive his train on penalty of automatic brake application, and still further means associated therewith tor arresting the deceleration ot the moto at the beginning of the constant speed section and maintaining the speed thereof constant throughout.

20. Train control apparatus comprising` switching mechanism adapted to be responsive to track circuit conditions, apparatus adapted to determine permissible train speeds including a regulating member theretor, means whereby the regulating` member is moved in one direction when the switchingr mechanism is in one position to determine a decelerating speed, and means whereby the regulating member at another position ot' the switch mechanism may be moved in the other direction to adjust the apparatus preliminarily to determining a decelerat-np; speed or may be held at a contant position to determine a constant speed.

2l.' ln train control apparatus ot the character described including a motor, speed regulator, means driven by the train for operating the regulator in one direction to set it up tor functioning and in the other direction to function for regulating the apparatus for a determining; decelerating speed, and means for holding it at a given position to regulate the apparatus to determine a. constant speed.

22. ln a train control apparatus including a motor whose speed may determine the permissible train speed, aV regulating device therefor, means for operatingsaid regulating' device in either direction by the movement ot the train, and means for holding' it at rest when a constant. train motor speed is desired.,

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23. ln train control apparatus a switch mechanism adapted to be responsive to track Vcircuit currents, a regulating member for train carried apparatus adapted to be adjusted by the train when the switch member is at a given position to an eXtent determined by the movement of the train, means for adjusting the regulating member in a reverse direction when the switch member is at another position, a switch controlled by a predetermined movement of the regulating member, and means controlled by said switch for causing said member to be thereafter non-adjustable While the switch member is at the first-named position.

Qil. ln train control apparatus a regulating member therefor, gearing therefor, connected With gearing carried by the train, a magnet adapted to relatively reverse the movement of said gearing, another magnet adapted to disconnect the gearing to hold the regulating member at rest, and circuits and connections whereby at a predetermined position of said regulating member the one or other magnet only may be energized.

25. In train control apparatus, means for determining a permissible train-speed deceleration, and a regulator for varying the rate of deceleration to be determined thereby, set-up or adjusting means for the regulator, and relay apparatus having one position establishing a circuit to actuate the set-up apparatus, and another position establishing` a circuit to actuate the deceleration apparatus with its regulator thus set-up.

26. In a train control apparatus, a relay apparatus adapted to be responsive to currents along the track to complete either of three circuits, a train control device With connections to include it as a part of each of the three circuits, speed control apparatus in one of the circuits connected to control the energization of the train control device, and set up apparatus for regulatingthe action of the speed control apparatus to adjust it for a desired rate of permissible deceleration in the third of said circuits.

27. ln a train control system, permissible train speed apparatus including a member Whose movement in one direction regulates for deceleration and at rest regulates for maintained constant speed, means for causing the train to move said member correspondingly with the train movement to an initial position to control the length of the deceleration distance and means for causing the said member to be maintained at a given position to regulate for a constant speed limit.

28. In train control apparatus, permissible train speed apparatus, a regulator therefor andl means for controlling the regulator responsively to the movement of the train to cause it to regulate the rate of deceleration `trom a given maximum permisnece/loe sible speed and also responsively to the movement of the train to adjust it and thereby determine the rate of deceleration.

ln a train control system, permissible train speed apparatus, means tending to control the same to set up a given decelerating curve and means acting simultaneously to oppose the setting up of a decelerating curve, and a regulating member acting to control the relative effect of said opposing mea-ns and itself controllable by the movement of the train.

30. The apparatus specified in claim 29 wherein the regulating member is controlled to be moved by the train in one direction for regulating the opposing means and to be moved in the opposite direction for setting up a standard for subsequent regulation.

3l. ln a train control systennpermissible train speed apparatus including means actinor independently of train movement and tending to set up a deceleration curve for such apparatus and cooperating means controlled by the movement of the train to produce a resultant deceleration curve.

32. The combination specified in claim 3l wherein the said cooperating means includes a movable regulating member and means controlled by train movenient to adjust its position to set up a standard for subsequent regulation.

33. In train control apparatus, a permissible speed control mechanism, a regulating member therefor Whose position determines the permissible speed that may be maintained, means for moving the regulating member from the trir in in either direction or for maintaining it at any definite position, and electro-responsive devices controlling the operation of said moving and maintaining means.

34. In train control apparatus, a permissible speed control mechanism, a regulating member therefor Whose position determines the permissible speed that may be maintained, relay apparatus adapted to be operated by currents along the track, electroresponsive apparatus adapted to connect said member to be operated by the train, other electro-responsive apparatus adapted tomaintain said member stationary, a circuit closed by said relay apparatus to one or other electro-responsive apparatus according to the position of said regulating member, and means for causing the regulating member to be moved by the train in the opposite direction to a normal position when neither electro-responsive apparatus is energ-ized.

'35. In a train control device switching mechanism, permissible speed apparatus connected to operate to control said train device at one position of the switching mechanism, a regulating member for the permissible speed apparatus, electro-responsive apmodena patates to gear` said .member to the train to he moved correspondingly With the train, and a circuit to said electro-responsive deviee closed at another position of the switchine,V inechanism.

23o. rinissible train speed deceleration apparatus; including a moving contact Whose rate of movement determines the deceleration of the train, means tending` to decelerate said contact along;v a given curve, means tending; to oppose such deceleration, and means whereby the trains movement gradually lessons and eliminates the action of said opiLmsing means, whereby a deceleration curve is produced which is a lengthening and l5 modification of said first deceleration curve.

37. Apparatus as specified in claim 3G where means are provided operated by thc movement of the train to preliininarily `adjust the said opposing means to .tix ite degree ot opposition at the con'nnencenient of the decelerating period and the distance of train inoven'ient necessary to eliminate such opposition.

In testimony whereof, l have signed my pff name to this specilication.

OSCAR- S. FIELD. 

